Engine.



PATENTED MAY 2, `1905.

F. E. STANLEY.

ENGINE.

APPLICATION FILED 11111.30, 1110s.

3 SHEETS-SIIEBT 1.

6 4 E 1 J O m o J W 11111111111 Il .1, Nm 11 111i 1%1111113 111 ,111.1.om C 3 3 J mw uw 11 l1: 11 1 1 Y 1/ \1/ 1 1 1 \0 1 4 w 4 5 of 5 .11..2./ W 1 11,1 1-, 1l1 11 1 1 n# PATBNTBD MAY 2, 1905.

F. E. STANLEY.

ENGINE.

APPLIOATION FILED JAN.30,1903.

3 SHEETS-SHEET 2.

f w11 museo @Hozneqo No. 788,610. PATENTED MAY 2, 1905. RBSTANLEY.ENGINE.

APPLICATION FILED JAN.30,1903.

3 SHEBTS--SHEET 3.

NiTED STATES Patented May 2, 1905.

PATENT OEEicE.

ENGINE.

SPECIFICATION forming part of Letters Patent No. 788,610, dated May 2,1905. Application iled January 80, 190B. Serial No. 141,176.

To all wtmn it 77Min/ concern:

Be it known that I, FRANCIS E. STANLEY, a citizen of the United States,residing at Newton, county of Middlesex, and State ci' Massachusetts,have invented certain new and useful Improvements in Engines, of whichthe following is a specilication.

My invention relates to steam-engines, and more especially to thatcharacter of steam-engi nes employed for driving the parts ofmotorvehicles; and my invention consists in making the various parts soas to simplify and reduce the cost of construction, to secure increasedstrength and more positive and iixed connections, and to facilitateadjustment, as fully set forth hereinafter and as illustrated in the accompanying drawings, in which- Figure 1 is a longitudinal sectionaleleva-- tion oi' a steam-engine illustrating my invention, the links andconnections being omitted. Fig'. 2 is an elevation looking' in thedirection of the arrow, Fig. 1. Fig. 3 is a cross-section on the line 33, Fig. 2. Fig. 4L is a cross-section on the line 4 4, Fig. 2. Fig. 5 isa sectional plan on a plane including the axis of the crankshaft. Fig. 6is a section illustrating the construction and connection of the piston,piston-rod, and ei'oss-head.

The engine may have one or two cylinders. As shown there are twocylinders A A and an intervening steam-chest B, and each pist0n-rod 2 isconnected with a cross-head C, moving between guides 3 3, withintervening ball-bearings 4 4, as in the engine for which Letters Patentwere issued to F. E. Stanley on the 16th day of April, 1901, No.672,337. In the construction of said Letters Patent springs were used asa means of pressing the guides against the balls. To avoid the necessityof this arrangement, l support the guides upon a frame D, so constructedthat the parts of it may be drawn together to bring the guides to bearproperly upon the balls, the guides being' preferably supported byyielding portions of the Jframe, so that there is a slightsl'n'ing-pressure, suilieient to yield to any necessary extent to insurea continued pressure upon the balls at all times. The frame may beconstructed in different ways to secure this result. As shown. the framecons1sts(where two cylinders are employed) ci Vfour rods 6 6, j

supported upon the rods 6 G and projecting at each end beyond the sameand supporting the guides 3 3. Through the opposite crosspieces extendbolts 5 5, provided with nuts 8, which are a means of drawing towardeach other the cross-pieces, the frame yielding' sut` liciently tothereby secure the desired pressure upon the balls 4 L1, while the endsof the cross-pieces 7 7 project to a sui'lieient extent to afford theslight yielding action required.

In the case of an engine having a single cylinder there will ol coursebe but two rods 6 6, with connections between the same and the guidesconstructed to afford the yielding pressure required.

To avoid the necessity of confining the cylinder-heads by a series ofbolts and save the time and labor incident to removing the bolts or nutsin order to detach the heads and also to avoid the difficulty of suchmanipulation -where the engine is in a eonlined space, 1

thread the cylinder internally at each end and lit thereto the innerprojecting boss 9 oi' the head 10, which may thus be screwed in place,the head being recessed on the outside and being provided with lugs 12,which may be engaged by a Spanner, atlording a ready means of applyingand detaching the head. The end of the cylinder is nicely fitted toafford a seat or bearing for a shoulder 13 upon the head, securing aclose-litting joint, and in order to avoid any possibility ol" leakagean annular recess 14 is made in the shoulder adjacent to the threadedboss to receive a packing oi' asbestos or other material which will befirmly compressed when the head is in in place. 1t will be seen that byproviding the central boss it may be made of su liicient length toinsure a connection that will resist all possible pressure, that it maybe readily removed and applied, that the outer dimension of the engineis substantially that of the cylinder instead ot'havingto provide forthe space occupied by the usual external flanges bolted t0- gether, andthat the necessity oi" employing bolts and fiat packings and ot'depending upon IOO the packing as a means of maintaining a joint areavoided. I also avoid the necessity of bolting the cap 16 of thevalve-chest and of depending upon a Afiat packing to close the joint bymaking the said cap with a threaded boss 17, adapted to a threadedopening in the valve-chest, and with a shoulder 18, arranged to afford anicely-fitting seat or face upon the valve-chest. In this case, as inthe construction of the heads, the extended threaded boss secures ofitself a joint which tends to prevent the escape of steam, while theshoulder 18 and its seat insures a close joint, a groove 19, however,being provided for receiving a packing to avoid any possibility ofleakage in case there is not an exact fitting of the parts.

It will be seen that by providing a screwcap for the valve-chest, asabove described, the valve-chest need not extend beyond the limits ofthe outer periphery of the shoulder 18, thus avoiding the extensionrequired where screws or bolts are needed for securing the cap andaffording abundant room for access to the various packing-boxes. It willalso be seen that the construction described permits the machining bycircular motion, avoiding the use of planing for any of the partsdescribed.

To cheapen and facilitate the construction of the piston and theapplication and securing of the split rings thereof, I make each pistonE of two similar sections 19 19, each with a central perforated orhollow hub 90 and an annular flange 21, with a shoulder 22 outside thefiange,and by placing the two sections so that the hubs meet there isformed a space between the two shoulders 22, in which to place the usualsplit rings Q3 23 without the necessity of expanding the same, and theparts may then all be secured together by passing the piston-rod 2through the two hollow hubs and securing the parts in place. One meansof securing a positive connection is to reduce the end of the piston-rodforming a shoulder 24, against which the inner section 19 bears, andflarir the outer end of the opening in the outer section, so that byupsetting the end of the piston rod there is formed a head Q5, fillingsaid opening and confining the parts in place.

To secure a rm connection between the piston and the cross-head, Iprovide the latter with a threaded socket to receive the threaded end ofthe rod and pass a screw-pin 28 through the cross-head, so that itsinner end will bind upon the end of the piston-rod, said inner endpreferably being conical to engage the threaded groove of the rod andthe pin projecting beyond the edge of the cross-head to make contactwith the ball 4 for the purpose set forth in the aforesaid LettersPatent.

The crank-shaft may be supported in blocks of any suitable character;but for the purpose of providing ball-bearings I prefer to construct theparts as shown, in which the crankl i l l l l them firmly in theirsockets.

shaft F carries a part 30 with an annular recess to receiveantifriction-balls 31. The ringbearing I for each series of balls 31 ismade in two sections 32 32, each recessed, so that when the Itwo aretogether, as shown in Fig. 5, there is a proper groove or channel forthe ball, and these sections 32 are threaded externally to fit thethreaded socket formed in the blocks H, each of which consists of twosections 33 33 with ears through which pass the rods 6 6, the latterbeing reduced wherethey pass through the ears to form shoulders 34 andthreaded at the outer ends to receive nuts 35, by means of which the twosections may be brought forcibly together to bear so firmly upon thethreaded ring-sections as to hold By loosening the nut 35, however,either ring-section may be readily withdrawn by turning it in the properdirection, thus affording easy access to the balls, or the nuts may beremoved, permitting the removal of the block-sections and easy access tothe parts.

The cranks J are preferably held frictionally upon the crank-shaft F andprevented from turning by means of a spline 38 on the shaft fitting agroove in the hub of each crank, which hub "s preferably prolonged toform a sleeve 39, in which case the part 3() may be in the form of aring encircling the said sleeve. In consequence of the tight fit betweenthehub of the crank and the shaft considerable power is required toremove the crank from the shaft, and in order that this may be donewithout battering the parts I provide means whereby a cross-head X maybe temporarily connected to the crank in such manner that power may beapplied between the cross-head and the end of the shaft to force thecrank longitudinally outward upon and from the shaft. Thus the crank mayhave two threaded sockets 40 40, adapted to receive bolts 41 41 passingthrough the cross-piece X, through which also extends a heavy screw 42,the end of which can be brought to bear against the end of the shaft F,so that by further turning the screw 42 the head X is carried outward,carrying with it the crank. If it is then desired to force thebearing-ring 30 from the hub, it may be started in this direction bylturning the bolts 44 44 until their ends bear on the ring.

It is important to properly adjust and maintain the relation of theeccentrics to each other and the crank-shaft and to firmly connect theparts with the sprocket or other driving-wheel. In order to secure thisresult without the complicated and expensive fastenings heretoforeemployed, I forge the sprocket-wheel45 and the adjacent eccentrics 46 47on opposite sides of the same all in one piece, with a common hub 48,adapted to receive the shaft F and grooved to receive the spline 38 onthe shaft. By thus forging the parts in one piece their properadjustment is secured and their proper relative arrangement IOO IOS

IIO

maintained. There is no possibility of maladjustment, and there are nofastenings to become loose, while the retention of all the parts inproper position on the crankshaft is secured by the spline 38. The outereccentrics I9 50 are more economically formed of separate pieces, eachbored and slotted to receive the shaft and its spline, which latterinsures the maintenance of the proper relation tothe other parts.

While I have shown the flexible frame combined with ball-bearings, thesame means of tightening may be used with slidebearings.

Without limiting myself to the precise construction and operation of theparts described or to their use in connection with a doublecylinderengine, I claim as my inventionl. The combination in an engine of acylinder, cross-heads, guides therefor, a frame having yielding memberssupporting the guides-and means for drawing the members of the frametoward each other to tighten the cross head bearings, substantially asdescribed.

2. The combination in an engine of a cylinder, cross-heads, guidestherefor and intervening antiFriction-balls,a frame having' yieldingmembers supporting the guides and means for drawing the members of theframe toward each other to tighten the cross-head bearings,substantially as described.

3. The combination with the cylinder, crosshead and guides of an engine,of a frame having yielding longitudinal members connected together attheir outer ends, and means for drawing the members toward each other totighten the cross-head bearings, substantially as described.

4. The combination with the cylinder, crosshead and guides ol. anengine, oi' a frame having yielding' longitudinal members connected.together at their outer ends, and screw-bolts for drawing the memberstoward each other to tighten the cross-head bearings, substantially asdescribed.

5. The combination with the cylinders of a duplex engine, of a frameconsisting of rods extending from the cylinders and connected in pairsat their outer ends, and cross-bars supported by said rods, guidessupported by the cross-bars, cross-heads sliding between the guides andmeans for drawing the cross-bars toward each other to tighten thecross-head bearings, substantially as described.

6. The combination with the cylinders of a duplex engine, of a frameconsisting of flexible rods extending from the cylinders and connectedin pairs at their outer ends and crossbars supported by said rods,guides supported by the cross-bars, cross-heads sliding between theguides and screw-bolts for drawing the crossbars toward each other totighten the cross-head bearings, substantially as d escribed.

In testimony whereof I have signed my name to this speciiieation in thepresence of two subscribing witnesses.

FRANCIS E. STANLEY.

Witnesses:

J. W. BACON, C. F. BAooN.

